Non-eccentric devices

ABSTRACT

The present invention is an apparatus that includes a chamber rotor with a chamber and an extension rotor with an extension. The rotors are housed in a rotor case. A pressure cavity is at least transiently formed by the extension rotor and the chamber rotor. The present invention also includes a compressor that includes a chamber rotor with a chamber and an extension rotor with an extension where the extension is adapted to be received in the chamber when the rotors are synchronously rotated. The compressor also includes a power input shaft attached to the extension rotor and a gear assembly attached to the rotors that is adapted to insure the synchronous rotation of the rotors. A rotor case houses the rotors and has an intake port and an exhaust port. The present invention also includes an engine that is similar to the compressor and includes a spark plug. Methods of compressing, pumping and generating electricity and mechanical power are also part of the present invention.

RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.10/426,419, filed on Apr. 30, 2003, which in turn claims benefit of U.S.provisional application No. 60/380,101, filed May 6, 2002.

FIELD OF THE INVENTION

This invention relates to improved non-eccentric devices such as pumps,compressors, and especially engines.

BACKGROUND OF THE INVENTION

Engines provide a generally effective method of converting chemicalenergy into mechanical energy; they may turn fossil fuels into powerthat can drive the wheels of an automobile or the propeller of a boat.There are two general types of engines: piston engines and turbineengines. Piston engines are very common and have been adapted tonumerous tasks. They provide relatively high amounts of torque or drivepower, while being of a medium weight. Piston engines have numerousdrawbacks including having many moving parts, having poor fuelefficiency, and being the root cause of significant amounts ofpollution, while also being costly to assemble. Piston engines utilize ato-and-fro motion of the piston to generate torque. Consequently, pistonengines are termed eccentric. Their eccentric nature is the cause ofmany of their inefficiencies.

Turbine engines are also common, particularly in aircraft. Known turbineengines operate by forcing a fluid (gas or liquid) through the engine,thus turning the fan-blades of the turbine. Known turbines may becharacterized as momentum turbines because they operate by transferringthe momentum of the fluid to the fan blades of the turbine. The hallmarkof a momentum turbine is that if the rotation of the fan blades isprevented, the flowing fluid will continue to flow through the enginearound the fan blades. Essentially no back pressure is created throughthe engine.

Known turbine engines have desirably high power to weight ratios, buthave poor fuel efficiency, are difficult to cool and have shortoperational life spans given the extreme operating conditions. Also,turbine engines are generally unsuitable for use in ground vehiclesbecause of the complex transmission required to translate the high speedof the turbine into the low speed of the vehicle wheels. Because turbineengines utilize pure rotary motion of the fan blades to generate torque,turbine engines are termed non-eccentric engines.

A Wankel engine combines some of the advantages of piston engines andturbine engines but sacrifices fuel efficiency and torque, which areboth quite poor. Wankel engines use a single rotor and an eccentricshaft that wobbles the rotor.

Known compressors/pumps include gear pumps and lobe pumps. Although theyutilize rotors and rotary motion, these types of compressors/pumps haveseveral drawbacks. Effectively, gear/lobe pumps accomplish pumping bydrawing fluid from one reservoir and transporting it to anotherreservoir. They may be characterized as one-way transporting valves. Atno point do the rotors cooperate to compress or pump the fluid. Inaddition, they are inefficient and have relatively poor rates ofpumping/compression. Also, gear and lobe pumps cannot be adapted for useas an engine.

Consequently, the inventor has recognized the need for improvedcompressors, pumps and engines.

SUMMARY OF THE INVENTION

The present invention is an apparatus that includes a chamber rotor witha chamber and an extension rotor with an extension. The rotors arehoused in a rotor case. A pressure cavity is at least transiently formedby the extension rotor and the chamber rotor. The present invention alsoincludes a compressor that includes a chamber rotor with a chamber andan extension rotor with an extension where the extension is adapted tobe received in the chamber when the rotors are synchronously rotated.The compressor also includes a power input shaft attached to theextension rotor and a gear assembly attached to the rotors that isadapted to insure the synchronous rotation of the rotors. A rotor casehouses the rotors and has an intake port and an exhaust port. Thepresent invention also includes an engine that is similar to thecompressor and includes a spark plug. Methods of compressing, pumpingand generating electricity and mechanical power are also part of thepresent invention.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 shows a cross-section of a device according to the presentinvention.

FIGS. 2A-2F show cross-sections of a compressor according to the presentinvention, including illustrating several different stages in theoperation of the compressor.

FIGS. 3A-3C show cross-sectional and isometric views of an engineaccording to the present invention.

FIGS. 4A-C show a cross-section of an engine according to the presentinvention with operational zones demarcated.

FIGS. 5A-G show cross-sections of an engine according to the presentinvention, including illustrating several different stages in theoperation of the engine.

FIG. 6 shows a cross-section of another embodiment of an engineaccording to the present invention.

FIG. 7A-D show schematically two cooperatively connected non-eccentricdevices.

DETAILED DESCRIPTION

The present invention is a non-eccentric, internal combustion enginethat can be used in place of traditional engines including pistonengines, turbine engines, and Wankel engines. Furthermore, the presentinvention is also a high efficiency compressor that may be used in placeof traditional compressors. The present invention may also be used as apump.

As seen in cross-section in FIG. 1, the non-eccentric device 10 of thepresent invention includes at least a pair of rotors 12, 14 that eachhas an axis of rotation 16, 18 at the center of mass of the rotor. Thefirst rotor 12 includes at least one extension 20, and is termed theextension rotor. The extension 20 is generally a mound-shaped protrusionon the edge of the rotor. The positioning of the extension(s) on thecircumference of the rotor is selected so that the rotor is balanced toprovide pure rotary motion. For example, with two extensions, theextensions are located 180° from each other, while with threeextensions, the extension are located 120° from each other. With asingle extension, the axis of rotation is preferably placed to achievepure rotary motion. The extension rotor of the present invention isnon-eccentric and thus more like the fan blade of a turbine engine thenthe piston of a piston engine or the rotor in the Wankel engine.

The second rotor 14 includes at least one chamber 22, and is termed thechamber rotor. The chamber 22 is generally an indentation into the edgeof the rotor that is adapted to accept the extension. Like theextensions, the chambers are positioned on the circumference of therotor is selected so that the rotor is balanced to provide pure rotarymotion. Typically, the number of chambers will be equal to the numberextensions, although this is not necessarily the case because the rotorsmay be sized so that a two-extension rotor could be used with aone-chamber rotor or so that a three-extension rotor could be used witha two-chamber rotor. Thus, the relative number of extensions andchambers is not critical so long as the rotors may be synchronouslyrotated and the extension(s) does not substantially interfere with therotor rotation when the rotors are placed adjacent to each other.

The rotors each have a base radius 24, 26 that defines the size of therotor. The distance between the respective axes of rotation 16, 18 isabout the sum of the base radii. The extension rotor 12 has an extensionradius 28 that defines the distance from the axis of rotation 16 to theextension apex 29. The length of the extension is the difference betweenthe base radius 24 and the extension radius 28. Likewise, the chamberrotor 14 has a chamber radius 30 that defines the distance to thechamber nadir 31 from the axis of rotation 18. The depth of the chamberis the difference between the base radius 26 and the chamber radius 30.The extension length and chamber depth may be equal in the compressorand pump aspects. In the engine aspect, this is not necessarily so.While typically circular in shape, rotor shape is not so limited and mayhave any shape, including shapes that are not regular polygons.

The shape of the extension and the chamber are complementary to eachother such that during rotation of the rotors, the extension sweepsthrough the chamber without catching on the chamber rotor or otherwiseinterfering with the rotation of the rotors. The extension may range inshape from an arc without discontinuities to a pair of arcs that meet ata discontinuity to a pair of arcs separated by an intermediate surface.Other shapes may also be suitable such as fins or vanes. An extensionwith a single discontinuity is preferred for the compressor aspect,while an extension with an intermediate surface is preferred for theengine aspect. The motion of the extension apex generally defines theshape of the chamber.

A gear assembly and/or shaft assembly (shown in FIGS. 3B-C) at each axisof rotation ensures the synchronous rotation of the extension rotor andthe chamber rotor so that the extension moves unobstructed into and outof the chamber. The shaft assembly also provides a method of injectingor extracting power into or out of the system.

In addition, the present invention includes a rotor case 32 that housesthe rotors and generally seals the rotors from ambient conditions. Therotor case typically includes several pieces to ease construction andassembly of the present invention, although this is not necessarily thecase. The rotor case includes at least one interior cut-out in which therotors reside. The cut-out defines one lobe for each rotor and is sizedaccording to the particular rotor located in that lobe. For example, asseen in FIG. 1, the lobe 34 for the extension rotor must be able toaccommodate the extension radius of the rotor. In this arrangement, apressure cavity 36 is created between the extension rotor, the chamberrotor, and the rotor case (not including the roof and floor of the rotorcase). The volume of the pressure cavity depends, inter alia, on thethickness of the rotor and the extension length. The lobe 38 associatedwith the chamber rotor need only accommodate the base radius of thechamber rotor.

The rotor case may include one or more intake and/or exhaust ports 40,42, to facilitate operation of the system. The ports preferably have aflow path that is perpendicular or parallel to the axis of rotation ofthe rotors, although this is not necessarily the case.

The components of the present invention may be made out of any suitablematerial including metals, plastics, composites, and combinationsthereof. Preferred materials are light weight, yet have the strength towithstand the operating conditions, i.e., pressure and temperature, ofthe present invention. Preferred materials are not brittle. Preferredmetals include aluminum and/or steel, although other alloys are alsosuitable. Suitable plastics include those known to be useful incomponents of piston or turbine engines. Although typically made of aunitary construction, the components may have any suitable constructionsuch as multiple layers bonded together or shells over a ballast.Indeed, for metal components any suitable construction method may beused including molding, with machining being preferred. Likewise plasticcomponents may be made by any suitable method including injectionmolding and machining.

One embodiment of the compressor aspect of the present invention isshown in cross-section in FIG. 2A-F. The compressor 100 includes oneextension rotor 102 and two chamber rotors 104, 106. In this particularembodiment, the extension rotor 102 has two extensions 108, 110, whilethe chamber rotors 104, 106 each have two chambers 112, 114. The rotorcase 116 includes two intake ports 118 and two exhaust ports 120. Apressure cavity 122 exists between the rotor case 116, the base radiusof the extension rotor 102 and the base radius of the chamber rotor 104or 106. Arrows 124, 126 show the direction of rotation of the rotors. Apower input shaft is connected to the extension rotor to drive therotor, while a gear assembly on the shaft ensures that the chamberrotors are also driven and that the rotors have synchronous rotation.

The compressor of the present embodiment may be divided into two halveswhere both have identical operation. Each half includes one chamberrotor, one intake port and one exhaust port, while the extension rotoris shared between the halves. Consequently, only the operation of onehalf of the compressor needs to be discussed in detail. As seen in FIG.2B, as the shaft turns the extension rotor 102, the first extension 108sweeps out a volume in the pressure cavity 122, creating a vacuum on thebackside of the first extension 108. A gas (shown as chevrons) is drawninto this vacuum through the intake port 118. Due to the synchronousrotation of the extension rotor 102 and the chamber rotors 104, 106, thefirst extension 108 will be accepted in and sweep through the firstchamber 112 (FIG. 2C). After this, the second extension 110 will closethe intake port 118 (FIG. 2D) and start the compression of the gas thatwas drawn up in the pressure cavity by the vacuum created on the sweepof the first extension. Because of a seal between the chamber rotor 104and extension rotor 102, the gas will not be able to escape and willthus be compressed on the front side of the second extension 110 as itsweeps out a volume in the pressure cavity 122. Just before the secondextension 110 enters the second chamber 114, the gas is compressed downto a small pressure cavity that is made up of only the extension rotor102 and the chamber rotor 104. The gas is enclosed by the walls of thechamber and the extension (as shown in FIG. 2E). As the second extension110 sweeps through the second chamber 114, the exhaust port 120 isopened by the movement of the chamber rotor 104. Effectively, thechamber rotor 104, acts as a rotary valve to open and close the exhaustport. With the exhaust port 120 open, the compressed gas is forced outof the compressor, as can be seen in FIG. 2F, where the extension rotor102 is top-dead-center. This series of events is repeated for each halfrotation of the extension rotor 102. As can be seen, the gas in thepressure cavity 122 is compressed to roughly the volume of the chamber112 or 114. Since the chamber is significantly smaller than the cavity,the present invention can achieve significant rates of compression.Because the rotors have pure rotary motion, they may be run at high rpmswithout damaging the compressor or its components, thus achieving highcompression rates.

To achieve maximal compression, the rotors, extensions, chambers androtor case are sized and shaped so that seals are created wherevermoving components contact or where a moving component contacts astationary component. For example, the extension sealingly slides alongthe rotor case and the chamber wall during rotation of the rotors, whilethe extension rotor seals against the chamber rotor. Alternately, therotors and rotor case need not be in contact with each other to providefor adequate sealing. Furthermore, the rotor case may include componentsthat help seal the rotors from the ambient conditions.

A variety of valves and reservoirs may be used to increase theefficiency of the compressor. For example, a one-way valve locatedbeyond the exhaust port may help prevent backflow. Furthermore,reservoirs may be used to as source of gas to be compressed or asstorage for compressed gas.

In addition to gases, this device may operate on other fluids. Forexample, this device may pump liquids or gas/liquid mixtures. Thelocation of the intake port may be adjusted to minimize the compressionof the liquid while maximizing the volume of liquid being pumped. Forexample, the intake port may be moved closer to the exhaust port in therotor case.

In an alternate mode of operation, the compressor embodiment of thepresent invention operates to efficiently produce heat, electricity andmechanical energy. By switching the intake port with the exhaust portand reversing the directions of rotation of the rotors, the energy in ahigh pressure intake gas can be converted to heat, electricity ormechanical energy. In essence, the operation of the compressor describedabove with respect to FIGS. 2A-F is run in reverse. In this alternatemode of operation, port 120 is an intake port and port 118 is an exhaustport. A high pressure reservoir may be used to introduce gases underpressure at the now intake port 120 into a pressure cavity that is madeup of the chamber rotor 104 or 106 and the extension rotor 102. The highpressure gases push on the extensions 108, 110 causing the extensionrotor 102 to rotate, which can be used to generate electricity or tappedas a source of mechanical energy. As the extension rotor 102 rotates,the pressure cavity increases in volume (it is now formed by theextension rotor, chamber rotor and the rotor case) causing the highpressure gases to expand and give off heat. Depending on the type ofgas, the gas may also condense to a liquid. In any event, continuedrotation of the extension rotor 1.02 opens the now exhaust port 118,allowing the gases/liquids to exit to a collection reservoir. Thecollection reservoir may be fluidly connected to the high pressurereservoir to recycle the collected gases/liquids. The radiated heat maybe used to heat the high pressure reservoir, the collection reservoir,some other reservoir, or some other space. In one embodiment of thisalternate mode of operation, the high pressure gas utilized is watervapor that is preferably created through the use of solar energy. Thesolar energy is thus efficiently turned into heat, electricity and/ormechanical energy.

One embodiment of the engine aspect of the present invention is shown inFIGS. 3A-C. In this embodiment, the engine 200 includes three rotors:two chamber rotors and one extension rotor. The first chamber rotor iscalled the combustion rotor 202, while the second chamber rotor iscalled the isolation rotor 204. The extension rotor is called the powerrotor 206. In this particular embodiment, the power rotor 206 has threeextensions 208, which correspond to the three chambers 210 of thecombustion rotor 202 or the three chambers 212 of the isolation rotor204. A power output shaft 214 is connected to the power rotor 206. Agear assembly 216, as seen in FIGS. 3B-C, synchronizes the rotation ofthe three rotors. A rotor case 218 also includes an intake port 220 andan exhaust port 222. A spark or glow plug 223 is located near thecombustion rotor 202. As best seen in FIG. 3C, the rotor case 218 mayinclude a variety of plates 224, gearboxes 226, and bearings 228 tofacilitate operation of the engine. In addition, a variety of seals maybe located on the plates to help seal the rotors from the ambientconditions.

In the engine, like the compressor, it is preferable that the rotors aresized and shaped so that seals are created wherever the rotors toucheach other. Furthermore, the extension sealingly slides along the rotorcase during rotation of the rotors. Alternately, the rotors and rotorcase need not be in contact with each other to provide for adequatesealing for operation.

Unlike the compressor, the extensions are sized and shaped so that theydo not touch the chamber wall when the extension rotor istop-dead-center. This may be accomplished by providing a slightlyshortened extension or by providing a plateau extension where the apexof the extension has been flattened. Alternately, this may beaccomplished by a providing a slightly deepened chamber or by providinga chamber wall where the shape has been adjusted to assure that theextension apex does not contact the chamber wall when then extensionrotor is top-dead-center.

FIGS. 4A-C show a general overview of the operation of this embodimentof the engine aspect of this invention. Although no strict boundariesexist, the engine generally has six zones, which are: intake 300,compression 302, combustion 304, power 306, exhaust 308 and isolation310. In the intake zone 300, the extensions 312 sweep through toalternately close then open the intake port 314 to the introduce intakegases, i.e., air/fuel mixture. In the compression zone 302, theextensions 312 sweep through the pressure cavity 316 to compress theintake gases. In the combustion zone 304, the extensions 312 cooperatewith the chambers 318 of combustion rotor 320 to provide a pressurecavity with compressed intake gases that are ignited by a spark plug 322to create the propelling combustion gases. In the power zone 306, theignited combustion gases expand in the pressure cavity, pushing on theextension 312 and providing power to the power shaft 324 of the engine.In the exhaust zone 308, the extensions 312 sweep through to alternatelyopen and close the exhaust port 326 and expel exhaust gases. In theisolation zone 310, the extensions 312 cooperate with the chambers 328of the isolation rotor 330 to prevent exhaust gases from mixing with theintake gases.

With reference to FIGS. 5A-G, a more detailed description of theoperation of the engine is provided. As seen in FIG. 5A, in the engine400, as the power rotor 402 rotates forward in the direction of thearrow 404, the first extension 406 opens the intake port 408 to allowthe intake gases (shown as chevrons) into the cavity 410. The intakegases are prevented from back flowing by the seal between the powerrotor 402 and the isolation rotor 412. As the first extension 406continues to rotate forward, as seen in FIG. 5B, it creates a vacuum onits backside and draws the intake gases into the cavity 410 from intakeport 408. As seen in FIG. 5C, further rotation of the power rotor 402causes the second extension 414 to close the intake port 408 and sealthe cavity 410. Continued rotation causes the second extension 414 tocompress the intake gases in the cavity 410 against the combustion rotor416 and the rotor case. The seal between the power rotor 402 and thecombustion rotor 416 prevents the compressed intake gases from escaping.As seen in FIG. 5D, the intake gases move into the chamber 418 in frontof the second extension 414 as it begins to sweep through the chamber418. A spark plug 420 ignites the compressed intake gases just beforethe power rotor 402 reaches top-dead-center. Because the extension apex422 is slightly spaced from the chamber nadir 423, the extension apex422 does not contact the chamber wall. Consequently, the expandingcombustion gases move from the front side of the second extension 414 tothe backside, pushing on the backside of the second extension andtransfer power to the power shaft 424. As seen in FIG. 5E, thecombustion gases (shown as crosses) are prevented from back flowing bythe seal between the power rotor 402 and the combustion rotor 416 andtransfer power to the power shaft 424. As seen in FIG. 5F, continuedrotation opens the exhaust port 426 and allows the combustion gases tovent without the need for valves or other mechanical devices. Indeed,the next extension effectively forces the majority of the exhaust gasesout through the exhaust port 426 as it sweeps through. As seen in FIG.5G, any remaining exhaust gases are effectively isolated from the intakezone. Similar to as discussed above with respect to the combustion zone,the extension apex 428 does not contact the valve rotor 428 and forcesany remaining exhaust gases from front side of the extension 414 to thebackside of the extension. As the extension 414 leaves the chamber 430,it seals the chamber from the intake zone, such that any remainingexhaust gases are trapped in the chamber. This completes one cycle ofthe engine and is roughly equivalent to a two or four-cycle engine. Theprocess starts again with the intake of gases at intake port 408.

In a second embodiment of the engine aspect of the present invention, asingle power rotor may be associated with more than two chamber rotors.As seen in FIG. 6, the engine 500 has a power rotor 502 associated withthree combustion rotors 504 located in a rotor case 506. As discussedbelow, the isolation rotor is not used in this embodiment. The engine isdivided into three identical operational zones, as roughly shown by thedotted lines 508. Each zone has a chamber rotor 504, an intake port 510,an exhaust port 512 and a spark plug 514. The power rotor 502 has threeextensions 516 and a power output shaft 518. The intake port 510 isgenerally perpendicular to the axis of rotation of the power rotor. Theexhaust port 512 has a portion that perpendicular and a portion parallelto the axis of rotation.

As discussed in more detail below, the engine 500 may also includes apressurization ring 520 to evenly distribute pressurized intake gasesaround the rotor case 506. Other structures in the engine may be used todeliver the pressurized intake gases. The intake gases may bepressurized by any suitable device such as a supercharger, aturbocharger, a root blower and/or the compressor aspect of the presentinvention.

The operation of this embodiment is similar to the first embodiment ofthe engine aspect, but with some significant differences. As with thefirst embodiment, this engine has the same six zones. Rather then beingspread across the entire perimeter of the power rotor, in the presentembodiment, the six zones are roughly spread across only a third of theperimeter of the power rotor. This effectively increases the powerdensity of the engine by replacing three power rotors, three combustionrotors and three valve rotors with one power rotor and three combustionrotors.

In place of the isolation rotor, pressurized intake gases are used tokeep the intake gases separate from the exhaust gases. The pressurizedintake gases effectively create barrier between each operational zone(roughly located where dotted line 508 is located). The pressurizedbarrier prevents exhaust gases from mixing with the intake gases,eliminating the need for the isolation rotor. The pressurized gases alsoturbo charge the engine.

Pressurized intake gases (shown as chevrons) are introduced at theintake ports 510. The curved intake ports direct the intake gases in thedirection of rotation of the power rotor 502 (shown by arrow 522), thuscreating the barrier between the intake and exhaust gases.

As in the other embodiments and aspects of this invention, the extension516 compresses the intake gases as it sweeps them from the cavity 524into the chamber 526 of the combustion rotor 504. Just before the powerrotor 502 reaches top-dead-center, the spark plug 514 ignites the intakegases. The combustion gases push the extension 516, transferring powerto the shaft 518. The exhaust gases (shown by crosses) are vented outthe exhaust port 512. As mentioned above, the pressurized barrier ofintake gases prevents the exhaust gases from mixing with the intakegases.

The spark plugs may be fired in sequence, but preferably the spark plugsare fired simultaneously, effectively tripling the power produced by theengine. Indeed, an additional power multiplier could be obtained throughthe use of additional extensions on the power rotor in combination withadditional combustion rotors.

Also contemplated is combinatorial use of the pump, compressor andengine aspects of this invention. For example, several compressors maybe serially connected such that the exhaust port of one is connected tointake port of the next, thus allowing gases to be compressed severaltimes over. Also, several pumps acting on liquids can be seriallyconnected to effectively act as “repeaters” to maintain a liquid flowingat a particular speed or under a particular pressure over a distance, asshown in FIG. 7A. Also, compressors could be used in parallel to greatlyincrease the rate at which compression/pumping could be accomplished, asshown in FIG. 7B. Likewise, several engines could be used in combinationto generate a power for a single transmission, vehicle and/or machine,as shown in FIG. 7C. Furthermore, engines and compressors/pumps could beused in combination. For example, the power output shaft of the enginecould be used to drive the power input shaft of the compressor. Also,the compressor could provide compressed intake gases to the engine or apump could provide coolant fluid for the engine, as shown in FIG. 7D.

The present invention differs from known compressors and pumps in itsoperation. As discussed above, the rotors utilized in the presentinvention work together, i.e., they cooperate, to compress or to pumpthe fluid. Other components may also be part of the cooperativecompression or pumping process, but unlike other devices, the rotors, atsome point in their rotation, cooperate with each other to compress orpump the fluid being acted upon.

The present invention differs from known engines in several significantways. Most importantly, the present engine is a pure non-eccentricengine, which significantly distinguishes it from a majority of knownengines including piston and Wankel engines. As for turbine engines,which are also purely non-eccentric, the present invention is not amomentum turbine engine, but rather may be characterized as a pressureturbine engine. As discussed above, in known turbine engines, when thefan blades are prevented from rotating, the fluid merely continues toflow through the engine and no backpressure is created. In the presentinvention, if the power rotor is prevented from rotating, the intakegases cannot continue to flow through the engine and around the powerrotor. This causes the intake gases to stack up and create backpressure.Hence, the characterization of the present engine as a pressure turbineengine as opposed to a momentum turbine engine. Likewise, the compressorof the present invention is also a pressure turbine device.

Given the significant differences between the present invention andknown engines, easy comparison is not possible. A comparison amongdifferent engine types (turbine versus piston) is difficult because mostengines are usually only compared within an engine type, i.e., onepiston engine is compared to-another piston engine. However, somecomparison can be undertaken using some general properties of enginessuch as horsepower, fuel efficiency, emissions, weight, torque and powerdensity. Tables I & II show comparisons of several engines including anaircraft gas turbine engine, three marine piston engines and fourtheoretical engines according to the present invention (called PressureTurbine Engines or PTEs). All the PTE would be built according to theembodiment shown in FIGS. 3-5. All weight calculations of the PTEs arebased on using aluminum as the predominant material for the engine. Thecalculation of the weight of PTE II and PTE III would includeaccessories such as a gear train or a transmission. Calculations ofhorsepower in PTE III and PTE IV include the assumption that they wouldbe turbocharged. While Table I compares physical characteristics, TableII compares operational characteristics. For known engine types, valuesfor the attributes are drawn from published resources or calculated frompublished values. For the present inventive engines, the attributevalues are calculated based on theory or from prototypes. TABLE I WeightDisplacement Type (lb) (in³) Size (in³) Parts Emissions Aircraft 210 —˜20664 ˜500 High Gas Turbine Marine Diesel 2500 641 ˜122400 ˜750 LowMarine Diesel* 900 257 ˜30576 ˜750 Low Marine Gas 940 350 ˜28380 ˜750Low PTE I 230 54 ˜3388 ˜12 Very Low PTE II 300 54 ˜3388 ˜12 Very Low PTEIII* 350 54 ˜3388 ˜12 Very Low PTE IV* 300 54 ˜3388 ˜12 Very Low*These engines are turbocharged

From Table I it can be seen that the PTEs have several advantageousphysical characteristics compared to known engines. For example, PTEsweigh slightly more than the gas turbine engine, but significantly lessthan the marine engines. With respect to displacement, the PTEs have adisplacement that is several times smaller than the marine engines. Theoverall physical size of the PTEs is at least one order of magnitudesmaller than the other engines, making the PTEs suitable for a largernumber of applications. Also, several PTEs could be used in the space ofone traditional engine. PTEs also have significantly fewer parts, whichreduces costs of manufacturing assembly and maintenance, as well asdramatically increasing the reliability of the PTEs. While not wantingto be limited, it is believed that PTEs will be clean burning enginesbecause of the long burn time possible in PTEs given that the pressurecavity lengthens during combustion. Given the proper air/fuel mixture,essentially complete combustion can occur in the cavity between sparkplug and the exhaust port. The length of the burn path ensures anessentially complete burn. TABLE II Power- Fuel Displace- PowerEfficiency ment Density Type HP RPM (lb/hr-hp) Torque (hp/in³) (hp/lb)Aircraft 380 30000 0.635 66 — 1.8 Gas Turbine Marine 250 2000 0.374 6700.37 0.10 Diesel Marine 255 3600 0.42 372 0.99 0.28 Diesel* Marine 1953500 0.35 337 0.56 0.21 Gas PTE I 200 8000 0.35 130 4.6 0.86 PTE II 2008000 0.35 130 4.6 0.67 PTE III* 400 16000 0.35 130 7.4 1.15 PTE IV* 40016000 0.35 130 7.4 1.33*These engines are turbocharged.

From Table II it can be seen that the PTEs have several advantageousoperational characteristics compared to known engines. For example,despite their small weight, size and displacement, the PTEs havehorsepower ratings that are higher than any other engine. Theoperational rpm (the speed at which the power rotor turns) of the PTEsis also significantly higher than the marine piston engines. The fuelefficiency of the PTEs is at least comparable to the known engines, ifnot slightly better than most of the known engines. The output torque ofthe PTEs is not as high as the output of the marine engines, but isnonetheless sufficient for a large variety of uses. The PTEs separatethemselves from known engines when the size and weight of the PTEs isfactored into the horsepower rating. As can be seen with respect topower-displacement, the PTEs are at least 4.6 times better than the bestmarine engine, and at least 12 times better than the worst marineengine. The power density rating of the PTEs shows similar results withrespect to the marine engines. The PTEs are far more power dense thanthe marine engines. With respect to the gas turbine engine, the PTEs areless power dense; however, the PTEs have other attributes that make themdesirable in view of gas turbine engines including smaller size,significantly fewer parts, lower emissions and better fuel efficiency.

One other important characteristic of the present PTEs is that there isa linear relationship between rpm and output horsepower; as the rpmincreases, so does horsepower with a theoretical maximum limited only bythe rpm of the power rotor. The horsepower rating of known engines isusually given at a specific rpm, and there is a maximum horsepower afterwhich increasing the rpm will not increase the horsepower. Like thecompressor, the PTEs have a linear relationship between rpm and amountof intake gases pump. Since all intake gases will be combusted, there isa linear correlation between amount of intake gases and the horsepower.Consequently, there is also a linear relationship between rpm andhorsepower; as the rpm of the power rotor increases, so does the outputhorsepower of the present PTEs.

While the invention has been specifically described in connection withcertain specific embodiments thereof, it is to be understood that thisis by way of illustration and not of limitation, and the scope of theappended claims should be construed as broadly as the prior art willpermit.

1. An apparatus comprising: at least two cooperatively connectednon-eccentric devices selected from those comprising at least twonon-eccentric engines, at least two non-eccentric compressors, at leastone non-eccentric engine and at least one non-eccentric compressor, andat least two non-eccentric pumps, wherein each device comprises: atleast one chamber rotor comprising at least one chamber; and at leastone extension rotor comprising at least one extension; at least onerotor case that houses the rotors and comprises at least one intake portand at least one exhaust port; and a mechanical linkage attached to therotors and adapted to ensure synchronous rotation of rotors; wherein thechamber rotors and the extension rotors the chambers and extensions arelocated on the respective rotors to insure the rotors have non-eccentricmotion and a pressure cavity is at least transiently formed by theextension rotor and the chamber rotor.
 2. The apparatus of claim 1,wherein the devices comprise at least two non-eccentric engines.
 3. Theapparatus of claim 2, wherein each of the engines comprises at least oneignition device.
 4. The apparatus of claim 3, wherein the cooperativelyconnected engines have their power output aggregated into a single poweroutput shaft.
 5. The apparatus of claim 3, wherein the cooperativelyconnected engines independently delivers power for a single machine. 6.The apparatus of claim 1, wherein the non-eccentric devices comprise atleast two non-eccentric compressors.
 7. The apparatus of claim 6 furthercomprising a power input shaft mechanically linking and delivering powerto the at least two compressors.
 8. The apparatus of claim 7, whereinthe exhaust port of one compressor is fluidly connected to the intakeport of another compressor, wherein at least one fluid is compressed byevery compressor in series.
 9. The apparatus of claim 7, wherein thecompressors operate in parallel to transfer at least one fluid from acommon reservoir.
 10. The apparatus of claim 7, further comprising atleast one valve fluidly communicating with at least one exhaust port andadapted to insure unidirectional fluid flow.
 11. The apparatus of claim1, wherein the non-eccentric devices comprise at least one non-eccentricengine and at least one non-eccentric compressor.
 12. The apparatus ofclaim 11 further comprising: at least one power input shaft; and atleast one power output shaft; wherein the power input shaft communicateswith the compressor, and the power output shaft communicates with theengine.
 13. The apparatus of claim 11, further comprising at least onevalve, wherein the exhaust port of the compressor fluidly communicateswith the intake port of the engine, and the compressor transfers atleast one fluid from the intake port of the compressor to the intakeport of the engine.
 14. The apparatus of claim 11, wherein the exhaustport of an engine fluidly communicates with the intake port of acompressor, and the compressor valves at least one fluid from theexhaust port of the engine to exhaust port of the compressor.
 15. Theapparatus of claim 11 further comprising at least one shaft thatmechanically links the engine with the compressor and delivers powerfrom the engine to the compressor.
 16. The apparatus of claim 1, whereinthe non-eccentric devices comprise at least two non-eccentric pumps. 17.The apparatus of claim 16 further comprising a power input shaftmechanically linking and delivering power to the at least two pumps. 18.The apparatus of claim 17, wherein the exhaust port of one pump isfluidly connected to the intake port of another pump, wherein at leastone fluid is pumped by every pump in series.
 19. The apparatus of claim17, wherein the pumps operate in parallel to transfer at least one fluidfrom a common reservoir.
 20. The apparatus of claim 17, furthercomprising at least one valve fluidly communicating with at least oneexhaust port and adapted to insure unidirectional fluid flow.